JP2023049579A - Vehicular driving device - Google Patents

Abstract

To achieve a vehicular driving device configured so that dimensions in an axial direction can be easily reduced.SOLUTION: A vehicular driving device 10 comprises: an input shaft 1 that is coupled with an internal combustion engine EG through a damper DP; a rotary electric machine MG; a counter gear mechanism CG; a differential gear mechanism DF for output; and a first engagement device CL1 that connects and disconnects power transmission in a power transmission passage through which the internal combustion engine EG and the rotary electric machine MG and the differential gear mechanism DF for output are joined to one another. When viewed in an axial direction, the counter gear mechanism CG and the rotary electric machine MG are arranged to overlap with each other. an area where the counter gear mechanism CG is arranged in the axial direction overlaps with an area where the damper DP is arranged in the axial direction, and the first engagement device CL1 is arranged on a counter shaft 3.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle drive system.

Japanese Unexamined Patent Application Publication No. 2021-54319 discloses a vehicle drive system that includes an internal combustion engine and a rotating electrical machine as a source of driving force for wheels. This vehicle drive system includes an input shaft to which driving force from an internal combustion engine is transmitted via a damper, a first rotating electric machine having a first rotor, a first rotor shaft coupled to the first rotor, a second rotating electric machine having a second rotor; a second rotor shaft connected to the second rotor; an output member drivingly connected to a wheel; The second rotor shaft, the counter gear mechanism, and the output member are arranged parallel to each other with different shafts as central axes. Further, these are arranged in order of the internal combustion engine, the input shaft, the first rotor shaft, the counter gear mechanism, and the output member along the power transmission path from the internal combustion engine to the output member. In this vehicle drive system, an engaging device for connecting and disconnecting power transmission between the internal combustion engine and the rotating electrical machine is arranged on the same shaft as the input shaft, and power transmission between the rotating electrical machine and the internal combustion engine and the output member is performed. is arranged on the same axis as the rotor axis.

JP 2021-54319 A

In the vehicle drive system described above, an engaging device for connecting and disconnecting power transmission between the rotating electric machine and the internal combustion engine and the output member is arranged coaxially with the rotor shaft. That is, since the gear for transmitting the driving force from the input member, the engagement device, and the rotor shaft (rotary electric machine) are arranged on the shaft on which the rotor shaft is arranged, the dimension of the vehicle drive device is limited in the axial direction. easy to grow.

In view of the above background, it is desirable to realize a vehicle drive system that facilitates miniaturization in the axial direction.

In view of the above, a vehicle drive system includes an input shaft that is drivingly connected to an internal combustion engine via a damper, a pair of output members that are drivingly connected to wheels, a rotating electrical machine that includes a rotor, and the input shaft. a first gear that rotates integrally with the rotor, a rotor shaft that rotates integrally with the rotor, a second gear that rotates integrally with the rotor shaft and meshes with the first gear, and a gear that meshes with the second gear a counter gear mechanism including a third gear, a fourth gear that rotates integrally with the third gear, and a counter shaft that supports the third gear and the fourth gear, and meshes with the fourth gear Power transmission in a power transmission path that includes a fifth gear and distributes the rotation of the fifth gear to the pair of output members, and a power transmission path that connects the internal combustion engine, the rotating electrical machine, and the fifth gear. and a first engagement device that connects and disconnects the counter gear mechanism and the rotating electrical machine so that the counter gear mechanism overlaps with the rotating electric machine when viewed in the axial direction, and the arrangement area of the counter gear mechanism in the axial direction overlaps the arrangement area of the damper in the axial direction, and the first engaging device is arranged on the counter shaft.

According to this configuration, by switching the engagement state of the first engagement device, the vehicle drive device is provided with a mode of transmitting the driving force of the internal combustion engine and the rotary electric machine to the pair of output members, and a mode of transmitting the driving force of the internal combustion engine. It is possible to execute a mode in which the rotating electric machine is caused to generate power by. Further, by arranging the second gear so as to mesh with the first gear and the third gear, the distance between the counter shaft and the damper shaft can be secured, and the counter shaft and the damper are arranged so as not to overlap each other when viewed in the axial direction. be able to. By overlapping the arrangement area of the counter gear mechanism in the axial direction with the arrangement area of the damper in the axial direction, the length of the counter shaft can be ensured without extending the counter gear mechanism toward the rotating electric machine. A first engagement device can be arranged on the countershaft. Therefore, compared with the case where the first engagement device is arranged coaxially with the rotor shaft, it is easier to suppress an increase in the dimension of the vehicle drive device in the axial direction. That is, according to this configuration, it is possible to realize a vehicle drive device that can be easily reduced in size in the axial direction.

Further features and advantages of the vehicle drive will become apparent from the following description of the embodiments described with reference to the drawings.

Cross-sectional view of a vehicle drive system Skeleton diagram of a vehicle drive system FIG. 2 is a diagram showing the arrangement relationship of the constituent elements of the vehicle drive system as viewed in the axial direction; A diagram showing an example of a vehicle equipped with a vehicle drive system

Hereinafter, embodiments of a vehicle drive system will be described based on the drawings. As shown in FIG. 4, a vehicle 100 equipped with the vehicle drive system 10 of this embodiment includes a first drive system (vehicle drive system 10 of this embodiment) that drives a pair of front wheels Wf, and a pair of and a second driving device 80 that drives the rear wheels Wr. The vehicle drive device 10 (first drive device) includes an internal combustion engine EG and a rotating electrical machine MG (a first rotating electrical machine when distinguished from the second drive device) as driving force sources for wheels W (front wheels Wf). ing. In the present embodiment, the second drive device 80 is provided with a rotating electric machine MG (a second rotating electric machine when distinguished from the front wheel drive unit) as a driving force source for the wheels W (rear wheels Wr). there is However, it is not limited to this form, and may be configured with an internal combustion engine and a rotating electric machine, or may be configured with only an internal combustion engine.

The internal combustion engine EG is a prime mover (gasoline engine, diesel engine, etc.) that is driven by combustion of fuel to take out power. In addition, the term "rotary electric machine" is used as a concept including motors (electric motors), generators (generators), and motor generators that function as both motors and generators as necessary. The rotary electric machine MG receives power from the DC power supply BAT and functions as a motor, and also functions as a generator to supply the generated power to the DC power supply BAT. A rechargeable secondary battery, a capacitor, or the like can be suitably used as the DC power supply BAT.

The vehicle 100 operates in a first EV mode in which the rotating electric machine MG of the first driving device (vehicle driving device 10) is used as the driving force source for the wheels W, and the rotating electric machine MG of the second driving device 80 is used as the driving force source for the wheels W. a third EV mode (four-wheel drive EV mode) in which the first driving device (vehicle driving device 10) and the rotary electric machine MG of the second driving device 80 are used as the driving force sources for the wheels W, and the first driving device A first HV mode in which the internal combustion engine EG and the rotary electric machine MG of the (vehicle drive device 10) are used as the driving force sources for the wheels W, the internal combustion engine EG and the rotary electric machine MG of the first drive device (vehicle drive device 10), and In the second HV mode, in which the rotary electric machine MG of the second drive device 80 is used as the driving force source for the wheels W, the rotary electric machine MG generates power by the driving force of the internal combustion engine EG of the first drive device (vehicle drive device 10), and the DC power supply BAT is generated. A charging mode for charging the battery, etc. can be realized. Further, in the second EV mode, even if the rotating electric machine MG of the second driving device 80 is driven using electric power generated by the rotating electric machine MG by the driving force of the internal combustion engine EG of the first driving device (vehicle driving device 10), good. In order to realize these modes, the first driving device (vehicle driving device 10) and the second driving device 80 are configured to connect and disconnect the driving force source from the power transmission path to the wheels W. As shown in FIG.

The direction of each member in the following description represents the direction when the vehicle drive device 10 is assembled to the vehicle 100 (vehicle mounted state). Terms relating to the dimensions, arrangement direction, arrangement position, etc. of each member are concepts that include the state of having differences due to errors (errors to the extent allowable in manufacturing). In the vehicle-mounted state, along the rotation shafts of the vehicle drive device 10 (in this embodiment, the respective axes (first axis A1, second axis A2, third axis A3, fourth axis A4) that are parallel to each other) The axial direction L is referred to as the axial direction L. One side in the axial direction L is referred to as the first axial side L1, and the opposite side is referred to as the second axial side L2. The direction in which the vehicle drive device 10 is attached to the vehicle 100 is defined as the "vertical direction". When the vehicle drive device 10 is attached to the vehicle 100 with the direction parallel to the horizontal plane, one of the radial directions coincides with the vertical direction.

Further, in this specification, regarding the arrangement of two members, "overlapping in a particular direction view" means that when a virtual straight line parallel to the viewing direction is moved in each direction orthogonal to the virtual straight line, It means that there is at least a part of the area where the virtual straight line intersects both of the two members. Further, in this specification, with respect to the arrangement of two members, the phrase “the arrangement regions in the axial direction overlap” means that the arrangement region of one member in the axial direction includes at least the arrangement region of the other member in the axial direction. It means that part is included.

In this specification, the term “driving connection” refers to a state in which two rotating elements are connected so as to be able to transmit a driving force (synonymous with torque), and the two rotating elements rotate integrally. It includes a state in which the two rotating elements are connected, or a state in which the two rotating elements are connected so as to be able to transmit driving force via one or more transmission members (shafts, gears, etc.). Incidentally, the electric member may include an engagement device (for example, a friction engagement device, a mesh type engagement device, etc.) that selectively transmits rotation and driving force.

Further, in this specification, "the first member and the second member rotate integrally" does not necessarily mean that the first member and the second member always rotate integrally. , includes a configuration for changing the state between a state in which they rotate integrally and a state in which they do not rotate integrally. For example, when an engagement device is provided between the first member and the second member, the first member and the engagement device are engaged (power is transmitted). The second member rotates integrally, and the first member and the second member do not rotate integrally when the engaging device is released. However, this case is also included in the configuration in which "the first member and the second member are integrally rotated". That is, unless otherwise specified, in this specification, "integrally rotate" indicates a relationship in power transmission.

Although the details will be described later, as shown in FIGS. 1 and 2, the vehicle drive system 10 of the present embodiment includes an input shaft 1 that is drivingly connected to an internal combustion engine EG via a damper DP, and wheels W that drive wheels W, respectively. A pair of connected output members 6, a rotary electric machine MG having a rotor Ro, a first gear G1 rotating integrally with the input shaft 1, a rotor shaft 2 rotating integrally with the rotor Ro, and a rotor shaft 2 and meshes with the first gear G1, a counter gear mechanism CG, and an output differential gear mechanism DF. The counter gear mechanism CG includes a third gear G3 that meshes with the second gear G2, a fourth gear G4 that rotates integrally with the third gear G3, and a counter shaft 3 that supports the third gear G3 and the fourth gear G4. It has The output differential gear mechanism DF includes a fifth gear G5 meshing with the fourth gear G4, and distributes the rotation of the fifth gear G5 to the pair of output members 6.

The input shaft 1 is arranged with the first axis A1 as the rotation axis, the rotor shaft 2 is arranged with the second axis A2 as the rotation axis, and the counter gear mechanism CG is arranged with the third axis A3 as the rotation axis. The differential gear mechanism DF is arranged with the fourth axis A4 as the rotation axis. Therefore, the input shaft 1 and the first gear G1 are arranged on the first axis A1, the rotor Ro, the rotor shaft 2 and the second gear G2 are arranged on the second axis A2, the third gear G3 and the fourth gear G4. , the counter shaft 3 is arranged on the third axis A3, and the fifth gear G5 and the output member 6 are arranged on the fourth axis A4.

Further, in the vehicle drive system 10, power is transmitted in order of the first shaft A1, the second shaft A2, the third shaft A3, and the fourth shaft A4 along the power transmission path from the internal combustion engine EG to the output member. is configured as follows. Further, in this embodiment, power is transmitted between the respective shafts via meshing gears. Therefore, the rotation directions of the first axis A1 and the third axis A3 are the same, and the rotation directions of the second axis A2 and the fourth axis A4 are the same. The rotation directions of the first axis A1 and the second axis A2, the second axis A2 and the third axis A3, the third axis A3 and the fourth axis A4, and the fourth axis A4 and the first axis A1 are opposite to each other. be. That is, in the vehicle drive system 10, the rotation direction of the internal combustion engine EG and the rotation direction of the output member 6 are opposite.

Further, as shown in FIG. 3, when viewed in the axial direction along the axial direction L, the counter gear mechanism CG and the rotary electric machine MG are arranged so as to overlap each other. Further, as shown in FIG. 1, the arrangement area in the axial direction L of the counter gear mechanism CG overlaps with the arrangement area in the axial direction L of the damper. The vehicle drive system 10 also includes a first engagement device CL1 that connects and disconnects power transmission in a power transmission path that connects the internal combustion engine EG and the rotary electric machine MG to the fifth gear G5. is arranged on the counter axis 3 (on the third axis A3). More specifically, the first engaging device CL1 is coaxial with the counter shaft 3 (on the third axis A3) and is arranged so as to at least partially overlap the counter shaft 3 when viewed in the radial direction. there is

The vehicular drive system 10 configured in this manner switches the engagement state of the first engagement device CL1 to transmit the driving force of the internal combustion engine EG and the rotary electric machine MG to the pair of output members 6 (second 1HV mode, second HV mode) and a mode (second EV mode, power generation mode) in which the rotary electric machine MG is caused to generate electric power by the driving force of the internal combustion engine EG. Further, by arranging the second gear G2 so as to mesh with the first gear G1 and the third gear G3, the distance between the counter shaft 3 and the shaft of the damper DP (the distance between the first shaft A1 and the third shaft A3) can be secured, and the counter shaft 3 can be arranged so as not to overlap the damper DP when viewed in the axial direction. By overlapping the arrangement area of the counter gear mechanism CG in the axial direction L with the arrangement area of the damper DP in the axial direction L, the length of the counter shaft 3 is reduced without extending the counter gear mechanism CG toward the rotary electric machine MG. The first engagement device CL1 can be arranged on the counter shaft 3 while securing the height. As a result, compared to the case where the first engagement device CL<b>1 is arranged coaxially with the rotor shaft 2 , it is easier to suppress an increase in the dimension of the vehicle drive device 10 in the axial direction.

The structure of the vehicle drive system 10 will be described in detail below. As shown in FIG. 1, an input shaft 1 drivingly connected to an internal combustion engine EG via a damper DP is rotatable with respect to a case CS by an input bearing B1 (first input bearing B11, second input bearing B12). Supported. A first gear G1 that meshes with the second gear G2 and a second engagement device CL2 are arranged on the first shaft A1 on which the input shaft 1 is arranged. More specifically, the second engagement device CL2 is arranged coaxially with the input shaft 1 (on the first axis A1) and at least partially overlaps with the input shaft 1 when viewed in the radial direction. there is The second engagement device CL2 is an engagement device that connects and disconnects power transmission in a power transmission path that connects the internal combustion engine EG and the rotary electric machine MG. When the second engagement device CL2 is engaged, the input shaft 1 and the first gear G1 rotate integrally, and the power from the internal combustion engine EG is transmitted to the second gear G2 that meshes with the first gear G1. . When the second engagement device CL2 is in the disengaged state, the first gear G1 does not rotate together with the input shaft 1, and power from the internal combustion engine EG is not transmitted to the second gear G2.

In this embodiment, the second gear G2 is formed integrally with a support shaft 20 that is connected to the rotor shaft 2 so as to rotate together with the rotor shaft 2 at all times. In this embodiment, the support shaft 20 is connected to the first side L1 in the axial direction with respect to the rotor shaft 2, and the arrangement area of the input shaft 1 in the axial direction L and the arrangement area of the support shaft 20 in the axial direction L are provided. are duplicates. Of course, the second gear G2 formed by a member separate from the support shaft 20 may be connected to the support shaft 20, or the second gear G2 may be integrated with the rotor shaft 2 without providing the support shaft 20. may be integrally formed or connected. In this embodiment, the support shaft 20 is rotatably supported by a support bearing B2 (first support bearing B21, second support bearing B22), and the rotor shaft 2 is rotatably supported by a rotor bearing B5.

The rotating electrical machine MG is an inner rotor type rotating electrical machine, and has a stator St fixed to a case CS or the like, and a rotor Ro rotatably supported radially inward of the stator St. The stator St includes a stator core and a stator coil Sc wound around the stator core, and the rotor Ro includes a rotor core and permanent magnets arranged in the rotor core. The rotor Ro is connected to a rotor shaft 2 that always rotates integrally with the rotor Ro. As described above, the support shaft 20 is connected to the rotor shaft 2 so as to always rotate integrally with the rotor shaft 2 .

The second gear G2 meshes with the third gear G3 of the counter gear mechanism CG. As described above, the counter gear mechanism CG includes the counter shaft 3, the third gear G3 and the fourth gear G4. The counter shaft 3 is arranged on the third shaft A3 and rotatably supported by the case CS by a counter bearing B3 (first counter bearing B31, second counter bearing B32). Further, the counter shaft 3 supports the third gear G3 and the fourth gear G4. A pair of counter bearings B3 are arranged on both outer sides in the axial direction L of the third gear G3 and the fourth gear G4 to support the counter shaft 3 . As shown in FIG. 1, the arrangement area in the axial direction L of one of the pair of counter bearings B3 (here, the first counter bearing B31 arranged on the axial first side L1) is the axial direction L of the damper DP. overlaps the placement area in Therefore, it is easy to reduce the size of the vehicle drive device 10 in the axial direction L.

As described above, the counter shaft 3 is also provided with the first engagement device CL1. In this embodiment, the fourth gear G4 meshing with the fifth gear G5 is formed on the counter shaft 3 and always rotates together with the counter shaft 3 . Of course, the fourth gear G4 may be formed as a separate member from the counter shaft 3 and connected to the counter shaft 3 . The third gear G3 rotates integrally with the counter shaft 3 when the first engagement device CL1 is engaged, and does not rotate integrally with the counter shaft 3 when the first engagement device CL1 is disengaged. That is, when the first engagement device CL1 is in the engaged state, the counter shaft 3, the third gear G3, and the fourth gear G4 rotate integrally, and the driving force from the second gear G2 is transferred to the fifth gear G5. to When the first engagement device CL1 is in the disengaged state, the driving force from the second gear G2 is blocked and not transmitted to the fifth gear G5.

In the present embodiment, the output differential gear mechanism DF includes a plurality of mutually meshing bevel gears (pinion gear 52, differential output gear 53), a differential case 50 housing the plurality of bevel gears, and a differential case 50 and a fifth gear G5 as a differential input gear connected to the differential case 50 so as to always rotate together. The differential case 50 is rotatably supported by the case CS by differential bearings B4 (first differential bearing B41, second differential bearing B42). The output differential gear mechanism DF is arranged along the radial direction R of the output member 6 to transmit the rotation and torque input to the fifth gear G5 (differential input gear) from the rotary electric machine MG side. It is transmitted to the pinion shaft 51 that rotates integrally with the fifth gear G5, and is distributed to a pair of differential output gears 53 that mesh with the pinion gear 52 via the pinion gear 52 rotatably supported on the pinion shaft 51. to communicate. In this embodiment, the pair of differential output gears 53 corresponds to the output member 6 (the first output member 61 and the second output member 62). The first output member 61 is drivingly connected to the first wheel W1 via the drive shaft 7, and the second output member 62 is drivingly connected to the second wheel W2 via the drive shaft 7.

As described above, the support shaft 20 is connected to the rotor shaft 2 on the first side L1 in the axial direction. are duplicates. Moreover, the arrangement area of the support shaft 20 in the axial direction L and the arrangement area of the counter shaft 3 in the axial direction L where the third gear G3 and the fourth gear G4 are arranged also overlap. That is, the damper DP and the rotary electric machine MG are arranged on opposite sides in the axial direction L with the third gear G3 and the fourth gear G4 interposed therebetween. As shown in FIG. 3, the damper DP and the input shaft 1 (first axis A1) are arranged so as to overlap with the rotary electric machine MG (second axis A2) when viewed in the axial direction. That is, the rotary electric machine MG arranged on the second axis A2 overlaps with the damper DP arranged on the first axis A1 and the input shaft 1 arranged on the first axis A1 when viewed in the axial direction. arranged to overlap. Therefore, compared with the case where the damper DP and the input shaft 1 are arranged side by side with the rotary electric machine MG in the radial direction R of the rotor shaft 2, it is easier to reduce the size of the vehicle drive device 10 in the radial direction R.

As described above, when viewed in the axial direction, the counter gear mechanism CG arranged on the third axis A3 and the rotary electric machine MG arranged on the second axis A2 are arranged so as to overlap. Further, when viewed in the axial direction, the damper DP and the input shaft 1 arranged on the first axis A1 and the rotary electric machine MG arranged on the second axis A2 are arranged so as to overlap each other. That is, the rotary electric machine MG is arranged between the first axis A1 and the third axis A3, as shown in FIG. Here, the rotary electric machine MG is arranged so that the arrangement areas in the axial direction L do not overlap each other with the input shaft 1 and the counter shaft 3 except for the rotor shaft 2 . The support shaft 20 coaxially arranged with the rotor shaft 2 and connected to the rotor shaft 2 is arranged so that the arrangement areas in the axial direction L overlap each other with the input shaft 1 and the counter shaft 3 . Since neither the first engagement device CL1 nor the second engagement device CL2 is disposed on the support shaft 20, the dimension of the support shaft 20 in the axial direction L can be easily reduced, and the dimension of the vehicle drive device 10 in the axial direction L can be reduced. Easy to shorten dimensions.

As described above, the support shaft 20 is connected to the rotor shaft 2 so as to rotate together with the rotor shaft 2 and supports the second gear G2. Further, the support shaft 20 is rotatably supported by a pair of support bearings B2 that are arranged on both outer sides in the axial direction L of the second gear G2 and support the support shaft 20 . As shown in FIG. 1, the arrangement area (axial arrangement area) in the axial direction L of one of the pair of support bearings B2 (here, the first support bearing B21) corresponds to the axial arrangement area of the first engagement device CL1. overlaps with That is, since the area where the axial arrangement area of the counter shaft 3 coaxially arranged with the first engaging device CL1 overlaps with the axial arrangement area of the support shaft 20 increases, any one of the pair of support bearings B2 may overlap. Compared to the case where the axial arrangement area does not overlap the axial arrangement area of the first engagement device CL1, it is easier to reduce the size of the vehicle drive device 10 in the axial direction L.

Although the axial arrangement area of the first support bearing B21 overlaps the axial arrangement area of the first engagement device CL1 here, the axial arrangement area of the second support bearing B22 is It may overlap with the axial arrangement area of the first engaging device CL1.

Further, the axial arrangement area of the second engagement device CL2 arranged on the input shaft 1 overlaps with the axial arrangement area of the fourth gear G4, and any one of the pair of support bearings B2 (here, the second support bearing B2) overlaps the axial arrangement area of the fourth gear G4. The axially arranged area of the bearing B22) overlaps with the axially arranged area of the second engaging device CL2. As described above, by switching the engagement state of the second engagement device CL2, power transmission in the power transmission path connecting the internal combustion engine EG and the rotary electric machine MG can be disconnected and disconnected. That is, a mode (HV mode (the above-described first HV mode and second HV mode)) in which the driving force of both the internal combustion engine EG and the rotating electric machine MG is transmitted to the pair of output members 6; It is possible to execute a mode (EV mode (first EV mode, second EV mode)) in which power transmission between the rotary electric machine MG and the pair of output members 6 is interrupted and power is transmitted between the rotating electrical machine MG and the pair of output members 6 . By overlapping the axial arrangement area of the second engagement device CL2 and the axial arrangement area of the fourth gear G4, the size of the vehicle drive device 10 in the axial direction L is reduced compared to the case where they do not overlap. easy to plan. That is, the vehicle drive system 10 capable of operating in the HV mode and the EV mode can be easily configured in a small size.

In this embodiment, as described above, since the first engagement device CL1 is also provided, it is also possible to cut off the power transmission between both the internal combustion engine EG and the rotary electric machine MG and the pair of output members 6. is. When the second drive device 80 is also provided as in the present embodiment, the wheels W can be driven by the second drive device 80. The vehicle 100 can be run even if the power transmission with the member 6 is interrupted. Further, by disengaging the first engaging device CL1 and engaging the second engaging device CL2, power transmission between both the internal combustion engine EG and the rotating electrical machine MG and the pair of output members 6 is achieved. is cut off, the driving force of the internal combustion engine EG can be transmitted to the rotary electric machine MG. When the second drive device 80 is also provided as in the present embodiment, the electric power generated by the rotary electric machine MG of the vehicle drive device 10 (first drive device) is used to drive the second drive device 80. The rotary electric machine MG can be driven. Further, when the vehicle 100 is not running, the DC power supply BAT can simply be charged. According to the present embodiment, it is easy to reduce the size in the axial direction L of the vehicle drive device 10 that can operate in various modes.

[Other embodiments]
Other embodiments will be described below. The configuration of each embodiment described below is not limited to being applied alone, and can be applied in combination with the configuration of other embodiments as long as there is no contradiction.

(1) In the above description, the arrangement area in the axial direction L of one of the pair of counter bearings B3 (the first counter bearing B31) overlaps the arrangement area in the axial direction L of the damper DP. However, the arrangement areas in the axial direction L of both of the pair of counter bearings B3 do not have to overlap the arrangement area in the axial direction L of the damper DP.

(2) In the above description, the form in which the damper DP and the input shaft 1 and the rotary electric machine MG are arranged so as to overlap when viewed in the axial direction is exemplified. However, this does not preclude a form in which the rotary electric machine MG does not overlap with the damper DP having a relatively large radial dimension R and does not overlap with the input shaft 1 having a relatively small radial dimension R when viewed in the axial direction. . In addition, a form in which the rotary electric machine MG does not overlap both the damper DP and the input shaft 1 when viewed in the axial direction is not prohibited.

(3) In the above description, the arrangement area in the axial direction L of one of the pair of support bearings B2 overlaps the arrangement area in the axial direction L of the first engaging device CL1. However, the arrangement areas in the axial direction L of both of the pair of support bearings B2 may not overlap the arrangement area in the axial direction L of the first engaging device CL1.

(4) In the above description, the vehicle drive system 10 includes the second engagement device CL2 that connects and disconnects the power transmission in the power transmission path that connects the internal combustion engine EG and the rotary electric machine MG. However, the vehicle drive system 10 may not include the second engagement device CL2.

(5) In the above, the axial arrangement area of the first support bearing B21 overlaps with the axial arrangement area of the first engaging device CL1, and the axial arrangement area of the second support bearing B22 overlaps with the second engaging device CL1. A form overlapping with the axially arranged area of the coupling device CL2 is exemplified. That is, the axial arrangement area of one of the pair of support bearings B2 overlaps the axial arrangement area of the first engaging device CL1, and the axial arrangement area of the other of the pair of support bearings B2 is A form that overlaps with the axial arrangement area of the second engaging device CL2 is illustrated. However, the axial arrangement area of one of the pair of support bearings B2 overlaps both the axial arrangement area of the first engagement device CL1 and the axial arrangement area of the second engagement device CL2. may be

(6) In the above description, the bevel gear type output differential gear mechanism DF has been exemplified and explained. However, the system of the output differential gear mechanism DF is not limited to the bevel gear system, and may be another system such as a planetary gear mechanism.

1: Input shaft, 2: Rotor shaft, 3: Counter shaft, 6: Output member, 10: Vehicle drive device, 20: Support shaft, B2: Support bearing, B3: Counter bearing, CG: Counter gear mechanism, CL1: First engagement device, CL2: Second engagement device, DF: Output differential gear mechanism, DP: Damper, EG: Internal combustion engine, G1: First gear, G2: Second gear, G3: Third gear, G4: fourth gear, G5: fifth gear, L: axial direction, MG: rotary electric machine, Ro: rotor, W: wheel

Claims (5)

an input shaft drivingly connected to an internal combustion engine via a damper;
a pair of output members each drivingly connected to a wheel;
a rotating electric machine having a rotor;
a first gear that rotates integrally with the input shaft;
a rotor shaft that rotates integrally with the rotor;
a second gear that rotates integrally with the rotor shaft and meshes with the first gear;
a counter gear mechanism including a third gear that meshes with the second gear, a fourth gear that rotates integrally with the third gear, and a counter shaft that supports the third gear and the fourth gear;
an output differential gear mechanism comprising a fifth gear meshing with the fourth gear and distributing rotation of the fifth gear to the pair of output members;
a first engagement device that connects and disconnects power transmission in a power transmission path that connects the internal combustion engine, the rotating electric machine, and the fifth gear;
When viewed in the axial direction along the axial direction, the counter gear mechanism and the rotating electric machine are arranged so as to overlap,
an arrangement area of the counter gear mechanism in the axial direction overlaps an arrangement area of the damper in the axial direction;
The vehicle drive device, wherein the first engagement device is arranged on the counter shaft. further comprising a pair of counter bearings arranged on both outer sides in the axial direction with respect to the third gear and the fourth gear and supporting the counter shaft;
2. The vehicle drive system according to claim 1, wherein the axial arrangement area of one of the pair of counter bearings overlaps the axial arrangement area of the damper. the damper and the rotating electric machine are arranged on opposite sides in the axial direction with the third gear and the fourth gear interposed therebetween;
3. The vehicle drive device according to claim 1, wherein said damper and said input shaft are arranged so as to overlap said rotating electric machine when viewed in said axial direction. a support shaft coupled to the rotor shaft to support the second gear so as to rotate integrally with the rotor shaft;
a pair of support bearings arranged on both outer sides of the second gear in the axial direction to support the support shaft;
4. The vehicle according to any one of claims 1 to 3, wherein an arrangement area of one of the pair of support bearings in the axial direction overlaps an arrangement area of the first engagement device in the axial direction. Drive for. a second engagement device that connects and disconnects power transmission in a power transmission path that connects the internal combustion engine and the rotating electric machine;
a support shaft coupled to the rotor shaft to support the second gear so as to rotate integrally with the rotor shaft;
a pair of support bearings arranged on both outer sides of the second gear in the axial direction to support the support shaft;
The second engagement device is arranged on the input shaft,
an arrangement area of the second engagement device in the axial direction overlaps with an arrangement area of the fourth gear in the axial direction;
5. The vehicle according to any one of claims 1 to 4, wherein an arrangement area of one of the pair of support bearings in the axial direction overlaps an arrangement area of the second engagement device in the axial direction. Drive for.

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